Internal-combustion engine.



S. ABELL, DEGD. I. ABELL, ADMINISTBATRIX.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 5, 1913.

1,097,578, Patented May 19, 1914.

W/T/VESSES 4?. W 8 72 $EENGER ABELL, 015 BEVERLY, MASSACHUSETTS, ASSIGNOR OF ONE-HALF T0 ALBERT LA'IHAlld, OF BEVERLY, MASSACHUSETTS; FLORENCE Aliillilli ADlVJIINISTIErNlB-IX OF SAID SPENCER ABELL, DECEASED.

INTERNAL-COMBUSTION ENGINE.

neonate.

Application filed. July 5, 1913.

Specification of Letters Patent.

l 0 all whomit may concern Be it known that l, Sruncnn ileum, a citizen of the United States of America, and resident of Beverly, in the county of Essex and State of Massachusetts, have invented certain new and useful lnn irovements in lnternal-Combustion Engines, of which the following is a full, clear, and exact description.

This invention relates to two-cycle motors, and has for its object to provide an improved form of vaporizing means, especially of the hydrocarbon type, and is particularly designed for employment with the heavier and less volatile forms of such fuel, like kerosene.

A further object of this invention is to provide a chamber for receiving the fuel charge, that has means for thefree admission of air under compression caused by the active stroke of the piston after the fuel has been sucked into the fuel chamber and the air and fuel are caused to pass through a small pipe and into the cylinder at the inlet port; and at the same time compressed air from the compression chamber, or crank case, is admitted to the cylinder at the same inlet port.

In the accompanying drawings, illustrating one embodiment of my invention :-l igure 1 is a vertical section through the engine and the mixing chamber; and Fig. 2 is a plan view of the mixing chamber detached, with the cover and valve device removed.

In the drawing, a cylinder 4 is shown, in

which slides a piston 5, operating a crankshaft 6, by a connecting rod 7 and crank 8. The cylinder contains a passage 9 at one side, that has an inlet port 10 to the cylinder here; which port is closed by the piston except at the lower end portion of its stroke. An outlet port 11 provided in the cylinder opposite the port 10. The passage 9 connects with a compression chamber of any suitable form; in the present instance, a closed crank case 12 is attached to the cylinder and connects with the passage 9, so that as the piston moves downward, the air or gas in the crank case and passage if the latter is closed, is put under compression, until the piston descends to uncover the port 10, when the compressed gas will enter the cylinder, as the exploded charge finds exit at the port 11. i

it fuel-chamber, or mixing chamber, 13 18 shown connected with the cimmression chamber, CURIPLlSlD. a base 14 and a cover 15. The bare it has a pass go or tube portion 16; that is shown tapped into the cylinder at the upper end of the passage 9, opposite the inlet port 10. At the inner end of the passage 16 is provided a valve that will admit air or gas from the crank case through passage 9, but which will close to prevent outflow of the gas from the fuel chamber 13 through this tube 16. As shown, a valve 17 is pressed against a seat 3 at the end of the passage 16 by a spring 18.

A constricted passage is also provided, leading from the fuel chamber 13 and terminating at the inlet port 10. A comparatively small pipe 19 is located in the passage 16, one end being positioned at the inlet port 10, but which end is not closed by the piston 5; the other end of the pipe 19 leads to the fuel chamber 13, and the latter is shown provided with a depression or well 20, in the bottom, beyond the valve seat 3; and the pipe 19 connects with the lowest. part of this well, that converges to an outlet 26 there for. This pipe 19 thus forms a permanently open, restricted, communication between the compression chamber or crank case 12, and the fuel. chamber 13.

An inlet for the fuel is provided in the fuel chamber 13, a passage 21 being shown leading into the well 20 near its upper por tion, which passage is controlled by a checkvalve 22, that prevents escape of the contents of the fuel chamber back through such passage.

An air admission is provided for the crank case, as usual; a port 23 being shown in the lower part of the cylinder, that is closed by the piston except at the upper portion of its stroke when air is admitted to the crank case; as the piston descends this port 23 is closed, and during the rest or the down stroke the contents of the crank case is put under compression.

In the operation of the engine, when the piston starts upward, as soon as the inlet port 10 is closed, a vacuum is formed in the crank case 12 and the passage 9; and upon port 11 being covered, the charge in the cyl inder is compressed during the entire upward stroke of the piston, as is customary, to be ignited by the spark plug 25, in the usual manner, to drive the piston downw .rd.

During most of the up stroke, until the inlet port 23 is uncovered by the piston, the Vacuum will be'increased in the crank case 12 and passage 9; and this, through the small pipe 19, reduces the pressure in the fuel chamber 13, which will cause a small quantity of fuel to be sucked into the channel at the inlet 21; which fuel will lodge in the well 20 and pipe 19. But since the pressure in the passage 16 will remain practically the same as that in the passage 9, while the pressure is somewhat greater in the chamber 13, the valve 13 will remain closed, so that the restricted pipe 17 will permit only a slight suction in the chamber 13, just enough to draw the requisite charge of fuel into the chamber. But just so soon as the port 23 becomes uncovered, the atmospheric air will enter the crank chamber and restore normal pressure therein, and which will be communicated to the chamber 13, through pipe 19, and also possibly through passage 16 by the lifting of the valve 17 When the piston is forced downward by the explosion of the compressed charge above it in the cylinder, as soon as the port 23 is covered by the piston, and until during this movement the ports 11 and 10 are uncovered, a compression will be effected in the crank case and passage 9, that will be communicated to the passage 16, raising the valve 17, and forcing air under compression into the fuel chamber 13. Then, when the port 11 is opened by the piston, the eX- ploded charge will pass out of the cylinder; and the opening of the port 10 will result in the compressed air in the crank case rushing through this inlet port 10 into the cylinder, while at the same time the pressure in the fuel chamber 13, being greater than that in the now relieved passage 16, will cause valve 17 to close, and the contents of chamber 13 can now find exit only through the pipe 19. Hence, the compressed gas in chamber 13 must pass down through the well 20, and out through pipe 19, that will serve to carry along the fuel that was drawn into the fuel chamber 13, and lodged in the well and pipe 19. Therefore, the fuel and air from the chamber 13, together with the air from the crank case, will both pass into the cylinder 4., and replace the spent charge therein. And as the piston moves upward again, ports 10 and 11 will at once close, and this charge in the cylinder will be compressed, to

be ignited at the upper end of the stroke; while at the same time a fresh charge will be drawn into the fuel chamber 13 and into the crank chamber, as just described.

When the engine is first started, the fuel chamber 13 may be primed by pouring a small quantity of the fuel into an opening 2 1 at the top of the chamber, that is closed as soon as the engine is under speed.

I claim 1. In an internal combustion engine, the combination of a cylinder, a piston working in the cylinder, a crank case, an inlet port in the cylinder closed by the piston except at the end of the stroke, a passage connecting the crank case and said port, a fuelchamber having a well at the bottom thereof, a passage leading from the fuel-chamber beyond the well to said port, a valve in the latter passage preventing outflow therethrough from the fuel chamber, a restricted out-let passage from the bottom of the fuelchamber well terminating at said port, and a supply inlet for the fuel-chamber.

2. In an internal combustion engine, the combination of a cylinder, a piston working in the cylinder, a crank case, an inlet port in the cylinder closed by the piston except at the end of the stroke, a passage connecting the crank case and said port, a fuel-chamber having a well at the bottom thereof, a passage leading from the fuel-chamber beyond the well to said port, a valve in the latter passage preventing outflow therethrough from the fuel-chamber, a restricted outlet passage from the bottom of the fuel-chamber well terminating at said port, and a supply inlet leading to the well above the outlet therein.

3. In an internal combustion engine, the combination of a cylinder, a piston working in the cylinder, a crank case, an inlet port in the cylinder closed by the piston except at the end of the stroke, a passage connecting the crankcase and said port, a fuelchamber having a well at the bottom there of, a passage leading from the fuel-chamber beyond the well to said port, a valve in the latter passage preventing overflow therethrough from the fuel-chamber, a comparatively small pipe leading from the bottom of the fuel-chamber well and projecting into said port, and a supply inlet leading into the said well above the said outlet therein.

Signed by me at Beverly, Mass, in presence of two subscribing witnesses.

SPENCER ABELL.

Witnesses Gnnrnnnn E. FRASER, EnnoRA LUDDEN.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner 0! Patents, Washington, D. G. 

